WO2009077320A2 - Procédé et dispositif permettant de faire fonctionner un véhicule hybride - Google Patents

Procédé et dispositif permettant de faire fonctionner un véhicule hybride Download PDF

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Publication number
WO2009077320A2
WO2009077320A2 PCT/EP2008/066598 EP2008066598W WO2009077320A2 WO 2009077320 A2 WO2009077320 A2 WO 2009077320A2 EP 2008066598 W EP2008066598 W EP 2008066598W WO 2009077320 A2 WO2009077320 A2 WO 2009077320A2
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WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
electric machine
starting
switching element
Prior art date
Application number
PCT/EP2008/066598
Other languages
German (de)
English (en)
Other versions
WO2009077320A3 (fr
Inventor
Johannes Kaltenbach
Stefan Wallner
Original Assignee
Zf Friedrichshafen Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Priority to EP08861639A priority Critical patent/EP2222527A2/fr
Priority to US12/808,639 priority patent/US20110040432A1/en
Priority to CN2008801203792A priority patent/CN101896391A/zh
Priority to JP2010538546A priority patent/JP2011508695A/ja
Publication of WO2009077320A2 publication Critical patent/WO2009077320A2/fr
Publication of WO2009077320A3 publication Critical patent/WO2009077320A3/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/113—Stepped gearings with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/115—Stepped gearings with planetary gears
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0862—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
    • F02N11/0866—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery comprising several power sources, e.g. battery and capacitor or two batteries
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N5/00—Starting apparatus having mechanical power storage
    • F02N5/04—Starting apparatus having mechanical power storage of inertia type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
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    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/42—Clutches or brakes
    • B60Y2400/428—Double clutch arrangements; Dual clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N2011/0881—Components of the circuit not provided for by previous groups
    • F02N2011/0885—Capacitors, e.g. for additional power supply
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N2011/0881—Components of the circuit not provided for by previous groups
    • F02N2011/0888—DC/DC converters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N2011/0881—Components of the circuit not provided for by previous groups
    • F02N2011/0896—Inverters for electric machines, e.g. starter-generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/08—Parameters used for control of starting apparatus said parameters being related to the vehicle or its components
    • F02N2200/0802—Transmission state, e.g. gear ratio or neutral state
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/10—Parameters used for control of starting apparatus said parameters being related to driver demands or status
    • F02N2200/101—Accelerator pedal position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/10—Control related aspects of engine starting characterised by the control output, i.e. means or parameters used as a control output or target
    • F02N2300/104—Control of the starter motor torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/20—Control related aspects of engine starting characterised by the control method
    • F02N2300/2002—Control related aspects of engine starting characterised by the control method using different starting modes, methods, or actuators depending on circumstances, e.g. engine temperature or component wear
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the invention relates to a method and a device for operating a hybrid vehicle according to the preamble of patent claim 1 and of patent claim 10.
  • Hybrid powertrains are becoming increasingly important in vehicle construction due to their potential for reducing pollutant emissions and energy consumption.
  • Such vehicles have various sources of power, in particular combinations of combustion and electric motors are advantageous because they on the one hand the range and performance advantages of internal combustion engines and on the other hand, the flexible uses of electric machines as a sole or Hilfsanthebs provoke or as a starter generator and generator for power generation and recuperation to be able to use.
  • Hybrid powertrains are demanded by the market, which can be implemented in vehicles as far as possible without additional space requirements, with the least possible complexity and with low cost and design effort.
  • the prime movers are connected in series.
  • the internal combustion engine for example a diesel engine, serves as drive for a generator which feeds an electric machine.
  • the vehicle is driven exclusively by the electric motor.
  • the internal combustion engine is decoupled from the drive wheels and can therefore be operated continuously in a single operating point, ie at a certain torque and constant speed.
  • This drive concept is suitable For example, for buses in urban short-distance traffic, preferably an operating point in which the efficiency of the internal combustion engine is as high as possible and at the same time pollutant emissions, fuel consumption and noise are in a favorable range is set.
  • it is unfavorable for the series hybrid that the efficiency of the drive is limited due to the mechanical-electrical multiple conversion.
  • Parallelhybrid-Anthebstrlinde by parallel with respect to the power flow arrangement of the drive train aggregates in addition to the superposition of drive torques offer the possibility of driving with purely internal combustion engine drive or purely electric motor drive.
  • the internal combustion engine in principle, in the case of the parallel hybrid, can be largely operated at optimum torque by respectively loading or supporting by means of one or more electrical machines, so that the maximum efficiency of the internal combustion engine can be effectively utilized.
  • the support of the internal combustion engine reduces fuel consumption on average.
  • the electric machine can also act as an integrated starter generator (ISG) to start the engine via a clutch. Furthermore, the electric machine is used in generator mode for charging an electrical energy storage and can be used for recuperation.
  • ISG integrated starter generator
  • Parallel hybrid drives are usually designed as one-clutch arrangement (1 K) or two-clutch arrangement (2K). In both arrangements an electric machine with integrated starter generator function (1 K-ISG or 2K-ISG-arrangements) can be integrated.
  • the internal combustion engine can be coupled via a first clutch to an electric machine and via a separate second clutch to a manual transmission. It is also known, as shown for example in DE 10 2004 043 589 A1, that a second electric machine is arranged between the second clutch and the transmission.
  • a second construction example shows the DE 10 2005 051 382 A1.
  • a coupling between the engine and the electric machine is provided.
  • a second separate coupling is eliminated.
  • the clutch can be designed as a frictional or in the simplest case as a particularly cost-effective and space-saving form-fitting separating clutch.
  • an optional second clutch between an electric machine and an output if provided or required in the respective drive concept of, for example, in automatic transmissions already existing, internal transmission clutches and / or switching brakes or an upstream converter lockup clutch be taken over.
  • the drive effect of the electric machine can also be coupled via a planetary gear.
  • EDA rodynamic starting element
  • Such a hybrid system with an EDA is known, for example, in connection with the automated AS Tronic transmission from the applicant's production program and particularly suitable for commercial vehicles in urban distribution traffic with frequent start-up, braking and shunting operations.
  • DE 10 2004 043 589 A1 includes an operating strategy in a parallel hybrid sub-train, for example in connection with the 6-speed automatic trolley 6HP26 known from the applicant's production program, in which a nominal state of charge of an electric vehicle is dependent on a rather sporty or rather economical driving style Energy storage is determined.
  • the drive power is distributed to the hybrid units in accordance with a current drive request of the driver in such a way that this nominal charge state is maintained.
  • a particularly sporty driving requires to keep the energy storage always at full capacity, in order to provide the summed power of the drive units when boosting.
  • a more economical driving style requires that the energy store be frequently emptied in order to effectively utilize the already occurring recuperation energy for filling up the store.
  • WO 2006/1 1 1434 A1 shows a method in which an electric machine and an internal combustion engine together generate a requested setpoint torque, wherein to minimize a respective torque reserve of the internal combustion engine a momentary torque reserve of the electric machine is taken into account.
  • WO 2007/020130 A1 a method for recuperation in a hybrid vehicle is known, wherein the proportion of the electric machine is coordinated in the deceleration with a brake pressure exerted by the driver.
  • DE 10 2005 044 828 A1 describes a method for determining an optimum operating point of a hybrid drive, wherein a drive torque requested by the driver on the one hand and a dynamic behavior of the existing vehicle units, e.g. a so-called turbo lag, on the other hand be taken into account.
  • an optimization algorithm is proposed, in the advance certain maps and current boundary conditions, such as the current accelerator pedal position and the vehicle speed, received, which are then applied to variables such as the torque distribution between the drive units and the transmission ratio.
  • DE 10 2005 044 268 A1 discloses a method in which, in order to increase the efficiency of a hybrid drive, a charge state of an energy store or an energy flow (output energy / electrical energy) in the vehicle is regulated as a function of a cost function for energy consumption or pollutant emission.
  • EP 1 008 484 B1 (DE 699 32 487 T2)
  • a method for controlling and monitoring the state of charge of an energy storage in a hybrid vehicle is described, even in insufficient recuperation in certain driving situations, for example in repeatedly short successive accelerations and decelerations or at a gradient ride, which does not follow immediately following downhill, a sufficient state of charge of the memory is adjusted.
  • US Pat. No. 7,174,980 B2 a method for controlling a hybrid drive is known in which an abrupt drag torque behavior of the internal combustion engine is prevented with the aid of an electric machine and, depending on requirements, a drag torque characteristic of the entire hybrid drive is influenced.
  • DE 10 2005 049 458 A1 proposes a forward-looking strategy in which, with the aid of digital road maps, locating devices and distance-related velocity distributions stored in temporal-spatial traffic patterns, a connection or disconnection of a hybrid aggregate is decided in the respective route section.
  • a method for starting the internal combustion engine from electric drive during a gear change is described in the already mentioned DE 10 2005 051 382 A1.
  • a manual transmission is initially in a neutral position or is switched to neutral.
  • Engine start is initiated from the moment when the transmission is neutral.
  • a previously open clutch is actuated in the closing direction, so that the electric machine has a positive torque on the internal combustion engine in its preferred observed direction of rotation and this is tempered.
  • Due to the neutral position of the transmission the internal combustion engine is decoupled during the starting process from an output shaft of the transmission, whereby additional shock loads are avoided in the circuit.
  • the control of the boot process is relatively simple. The engagement of an intended connection ratio, however, takes place only after the start of the internal combustion engine, so that a time is lost.
  • the internal combustion engine can be started parallel or overlapping to the circuit of transmission members during a gearshift.
  • a start / stop function is described in which the internal combustion engine is switched off and restarted by an electric machine.
  • the internal combustion engine is disconnected from the powertrain by means of a control when predetermined stop conditions occur, for example when slowing down at a traffic light or in a traffic column, and disconnected from the drive train by a clutch on the engine side.
  • the electric machine initially drives the vehicle when the first gear ratio is engaged.
  • the transmission ratio is changed (increased) by means of the control when predetermined operating conditions occur, while at the same time the electric machine is disconnected from the transmission by means of the gethebe characteren coupling and the internal combustion engine side clutch is engaged, so that the internal combustion engine is started via the electric machine.
  • the start of the engine is connected by means of the gethebe characteren coupling with the transmission, so that the internal combustion engine alone or in cooperation with the electric machine drives the vehicle.
  • the re-starting process of the internal combustion engine can be carried out by this starting sequence almost without noticeable to the driver shock load. From DE 199 45 473 A1 a towing start for starting an internal combustion engine in a hybrid vehicle with a change-speed gearbox is known.
  • An electric machine is arranged between an internal combustion engine side friction clutch and the transmission and connectable to the driveline via another clutch-side coupling device, each comprising a clutch on an input shaft and an output shaft. Furthermore, a towing start option is provided.
  • the tow start initially drives the electric machine via the transmission with gear engaged the output shaft and corresponding to the drive wheels of the vehicle.
  • the starting clutch is closed to start the internal combustion engine and thus the internal combustion engine with the electric machine and the output connected.
  • the drag torque of the electric motor on the one hand, and the torque transmitted by the drive wheels and the gearbox to the engine, on the other hand, overcome the drag resistance of the internal combustion engine and start or tow it.
  • the start of the engine takes place comparatively quickly and dynamically without appreciable reduction in drive of the vehicle, which in particular comes to a rather sporty driving style.
  • certain comfort losses must be accepted by perceptible impact loads in the drive train.
  • the starting process of the internal combustion engine in a hybrid vehicle from electric drive usually takes place by means of a start program permanently programmed in a hybrid operating strategy or a selection of a start procedure with undefined conditions.
  • this approach does not always correspond to the respective requirements for comfort on the one hand and dynamic and reliable driving on the other.
  • engine startup may be more likely to support dynamic driveability with full retention of traction, but it is usually clearly noticeable due to impact loads in the drive train.
  • An engine start with reduced traction is rather less perceived and therefore perceived as more comfortable; but it can affect the driving dynamics.
  • loads in the drive train should always be kept as low as possible and be short-lived.
  • the invention has the object to develop a method and apparatus for operating a hybrid vehicle, which ensure efficient and reliable driving especially when starting an internal combustion engine from electric drive, and yet the desire of the driver of such a vehicle for driving comfort on the one hand and driving dynamics on the other hand as far as possible to accommodate.
  • the invention is based on the finding that in a hybrid drive at the start of the internal combustion engine from electromotive drive, with the help of different starting procedures in different driving situations and taking into account the existing powertrain configuration, an efficient as well as reliable driving is made possible in which situationally high driving dynamics and high ride comfort can be provided while largely taking into account driver's wishes.
  • the invention is based on the features of the main claim of a method for operating a hybrid vehicle, with a parallel hybrid driveline, comprising an internal combustion engine, at least one electric machine, at least one switching element, by means of a non-positive connection between the at least one electric machine and the internal combustion engine can be produced, a transmission and an output, wherein the internal combustion engine can be started from an electric driving operation.
  • the invention provides that when a start request for starting the internal combustion engine by means of an evaluation of predetermined selection criteria depending on the current operating situation variably selects a start mode from a group of available start modes and this is initiated.
  • the object underlying the invention is also achieved by a device for carrying out the method.
  • the invention is therefore based on a device for operating a hybrid vehicle, with a parallel hybrid drive train comprising an internal combustion engine, at least one electric machine, at least one switching element, by means of which a frictional connection between the at least one electric machine and the internal combustion engine can be produced a transmission and an output, wherein the internal combustion engine can be started from an electric driving operation.
  • operating state detection means and storage means are provided, which are connected to an operating strategy unit, with the aid of which, in the case of a start request for starting the internal combustion engine from an electric drive, an instantaneous operating situation can be evaluated and depending on the output. tion a starting mode for the start of the engine from a group of stored start modes selectable and this can be introduced.
  • the invention is used as follows: Given is an operating situation of a hybrid vehicle with a parallel hybrid-Avemhebsstrang in which the engine is switched off and decoupled from the drive train and the vehicle is driven by means of the electric machine.
  • the electric machine is connected to the output of the vehicle via the transmission, in which a gear or a gear step is engaged.
  • the vehicle can be at standstill, creep at low speed or in regular driving at any speed.
  • the powertrain may be a 1K ISG assembly having a traction-assisted transmission, such as an automated manual transmission, a 1K ISG assembly with a power shift transmission, such as an automatic transmission or an automatic dual-clutch transmission, or a 2K-ISG assembly in combination with be any gear.
  • a gear or a gear ratio mutatis mutandis a corresponding gear ratio in the transmission range of the transmission understood.
  • the invention proposes, instead of a rigid start step or a selection with undefined conditions to use a suitable engine start mode with concrete conditions for each present driving situation.
  • a start mode on the basis of mode-specific, ie for each individual engine start mode, specified selection criteria.
  • a towing start in which the internal combustion engine is started by closing the at least one switching element, for example a separating clutch between the internal combustion engine and the electric machine, wherein the output is operatively connected to the at least one electric machine during the engine start, is carried out when the rotational speed of the electric machine is above a minimum starting speed and at least one of the selection criteria - high dynamic demand, - high gear, - high vehicle mass, - low electric drive torque reserve is met.
  • the starting torque occurring at the clutch to overcome the drag torque of the internal combustion engine can be compensated by increasing the drive torque of the electric machine.
  • a minimum speed of the electric machine is required as a necessary starting condition for a tow start.
  • a high dynamic demand as a selection criterion ie the desire for a fast engine start with rapid propulsion, can be signaled and recorded, for example, by a corresponding accelerator pedal actuation.
  • a high gear so at least a second, preferably an even higher gear decreases due to a relatively low gear ratio at tow start usually occurring shock loads in the drive train and thus loss of comfort.
  • a relatively high vehicle mass due to the inertia has a favorable effect on the comfort of a tow launch.
  • a tow start is also possible if there is currently no or only a small torque reserve of the electric machine available over a currently requested driving torque. This means that at low torque reserve, the engine starting torque would definitely be fully at the expense of traction. However, during a tow start, torque that is transmitted from the drive wheels back into the drive train to the engine may be used.
  • a pull start in which the internal combustion engine is started by closing the switching element arranged between the at least one electric machine and the internal combustion engine while a second switching element arranged in the power flow between the at least one electric machine and the output is slid, is carried out if such a driven-side controllable switching element is available as a second switching element and at least one of the selection criteria high electrical drive torque reserve or high comfort requirement is met.
  • a train start first located between the electric machine and the output second switching element, for example, an upstream of the transmission additional clutch or a powershift transmission an internal clutch, put in the slip mode, then the internal combustion engine by closing the first switching element, such as a disconnect clutch started, and when the engine starts the said slip again dismantled. Due to the slip operation, the shock loads at the engine start can be reduced, without decoupling it completely from the output. Thus, in this process, as far as a sufficient electrical torque reserve is available, in comparison to a tow start a particularly comfortable engine start and still a relatively high degree of conservation of a drive dynamics are possible.
  • a traction-interrupted engine start in which initially an operative connection between the at least one electric machine and the output is released, then the internal combustion engine is started by closing the at least one switching element, and finally the output is operatively connected to the at least one electric machine and / or the internal combustion engine , is carried out when at least one of the selection criteria - no towing start option, - no possibility of assistance, - low gear ratio is met.
  • This start mode is therefore selected when no towing start is possible, for example because the necessary start speed is not available, and / or when no train start is possible, for example because there is no sufficient reserve of electrical torque or no drive-side shift element is available, and / or if the transmission is in a small gear, especially in 1st gear or another starting gear is, so that a traction interruption in comparison to a tow launch would be a minor disturbance in the driver's sense of comfort.
  • a traction-interrupted engine start is advantageously carried out in a switching operation in a gearbox designed as a transmission in which initially an initial gear stage is designed, then the internal combustion engine is started by closing the at least one switching element, and finally a target gear is engaged, if as a selection criterion a switching request and a start request simultaneously or at least temporally close to each other
  • a zugkrafterhaltender engine start is performed in a switching operation in which parallel to a change between an original gear stage and a target gear stage of the internal combustion engine is started by closing the at least one switching element when a shift request and a start request simultaneously or at least tight in time present together.
  • the respective driving situation is checked according to the invention in a start request and the resulting start mode is output.
  • the resulting start mode is output.
  • dynamic vehicle operating parameters or variables derived therefrom can be, for example, a current driving speed, a driving torque requested by the driver, a current driving speed, tan engaged gear and / or a requested gear, which are evaluated individually or in combination and prioritize one or the other engine start mode depending on the current value.
  • FIG. 1 is a schematic representation of a first hybrid system of a vehicle for carrying out an operating method according to the invention
  • FIG. 2 shows a schematic illustration of a second hybrid system of a vehicle for carrying out an operating method according to the invention.
  • FIG. 1 shows a diagram of a hybrid vehicle drive 1 with a parallel hybrid drive train 2, as may be provided for example for a commercial vehicle (truck, bus, van, special vehicle).
  • the drive train 2 has an internal combustion engine 3, for example a diesel engine, with a crankshaft 24, which can be connected to an electric machine 5 via a switching element 4.
  • the electric machine 5 is coupled via a transmission input 6 with a transmission 7.
  • the transmission 7, an unspecified illustrated power take-off (PTO: Power Take-Off) 8 be arranged downstream.
  • PTO Power Take-Off
  • Via an output 26 and a differential 9 a respectively applied output torque of the hybrid drive 1 can be forwarded to a drive axle 10 and via this to the drive wheels 1 1.
  • the electric machine 5 can be operated as an electric drive unit or as a generator.
  • a converter 12 which can be controlled by a converter control unit 13.
  • the electric machine 5 is connected to an drive energy storage 14, such as a 340V high-voltage battery (supercaps are also possible) connected.
  • the electric machine 5 is powered by the energy storage 14.
  • the electric machine 5 functions as an integrated starter generator (ISG) for starting the internal combustion engine 3.
  • ISG integrated starter generator
  • the high-voltage circuit of the energy accumulator 14 or the control units connected thereto are connected to a vehicle electrical system (24V or 12V) 16 via a bidirectional DC-DC converter (DC / DC) 15 ,
  • the energy store 14 can be monitored and regulated by means of a battery management system (BMS) 17 with respect to its state of charge (SOC).
  • BMS battery management system
  • the DC-DC converter 15 can be controlled via a DC-DC converter control unit 18.
  • a control unit 19 NEN for unspecified Bremsregelungsfunktio-, in particular an anti-lock braking system (ABS) or an electronic brake system (EBS) and another control device 20 for an electronic diesel control (EDC) of the example designed as a diesel engine combustion engine 3 is provided.
  • the individual control units mentioned may also be combined, at least in part, in a control unit.
  • an integrated control device 21 is arranged in which a transmission control unit (TCU: Transmission Control Unit) and a hybrid control unit (HCU: Hybrid Control Unit) for controlling the drive train components are combined.
  • TCU Transmission Control Unit
  • HCU Hybrid Control Unit
  • a central strategy unit 22 is still present, via a data bus 23, such as a CAN bus, with the control device 21 and the relevant control units 13, 17, 18, 19 is connected.
  • the strategy unit 22 also communicates with control state detection and storage means 25 in which various start modes for starting the engine 3 are stored and comparable to current control state data.
  • the operating Condition detection means 25 are suitable sensors for detecting, for example, the rotational speed of the internal combustion engine 3, the transmission input and output shaft speed, the accelerator pedal position, the accelerator pedal actuating speed, the position of a gear selector lever, the engaged gear and the shift position of the shifting elements 4 and 27.
  • the drive train 2 shown in FIG. 1 is designed as a 1 K ISG arrangement, that is equipped with a disconnecting or starting clutch as a switching element 4 for coupling the internal combustion engine 3 in the drive train 2 and for connection to the electric machine 5.
  • the electric machine 5 is connected via the transmission input 6 directly to the transmission 7.
  • An operative connection of the electric machine 5 to the output 26 is realized and controlled via (not explicitly shown) internal gear shift elements depending on the design of this transmission 7.
  • FIG. 2 shows a hybrid drive 1 'with a drive train 2' in a 2K-ISG - arrangement.
  • the electric machine 5 regardless of the design of the transmission 7, completely decoupled from the output 26.
  • the drive train 2 ' corresponds to that of FIG. 1.
  • a method according to the invention which can be carried out particularly effectively with the hybrid drives 1 or 1 ', is based on a control of the drive train 2 or 2' for carrying out various engine starting methods by electric drive by means of the electric machine 5, wherein in each case a start request is via the operating state detection and storage means 25 detects a current driving situation, evaluated by means of stored selection criteria, compared with stored start modes, as a result a start mode selected and the selected start mode of the road Tegietician 22 is supplied to initiate a corresponding startup procedure.
  • start procedures are available:
  • a tow start of the internal combustion engine 3 is started by means of the clutch 4 by closing, the electric machine 5 on the one hand to the engine 3 and on the other hand with the output 26 via the transmission 7, in which a gear is engaged, and the electric machine 5 with a minimum rotational speed (for example, 300 U min "1) is operated.
  • the engaged gear is not the 1st gear or a different starting gear and the driver has requested a high dynamic range over a corresponding deflection of the accelerator pedal.
  • the electric machine 5 is first coupled out either by means of the external switching element 27 or, if such is not present, by means of an internal switching element from the drive train. Subsequently, the internal combustion engine 3 is started by means of the clutch 4. Finally, the connection between the electric machine 5 or of the electric machine 5 and the internal combustion engine 3 is restored together with the output 26.
  • the gear engaged in this case is the 1st gear or another starting gear.
  • the policy unit 22 outputs a switching request and an engine start request in concurrent or temporal succession.
  • the transmission 7 is a traction-interrupting automatic transmission.
  • the currently engaged gear is designed and then the internal combustion engine 3 is started by closing the clutch 4.
  • the desired (and allowed) target gear is then engaged.
  • the strategy unit 22 issues a switching request and an engine start request in concurrent or temporal succession.
  • the transmission 7 is a power shift interrupting switching power shift - automatic transmission.
  • the internal combustion engine 3 is started during the power shift operation via the clutch 4, wherein the switching time and the starting time are preferably coordinated with each other.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

L'invention concerne un procédé de fonctionnement d'un véhicule hybride, équipé d'une chaîne cinématique hybride parallèle (2, 2') composée d'un moteur à combustion interne (3), d'au moins un moteur électrique (5), d'au moins un élément de changement de vitesse (4), au moyen duquel un assemblage à force peut être réalisé entre ledit au moins un moteur électrique (5) et le moteur à combustion interne (3), d'une boîte de vitesses (7) et d'un arbre de sortie (26), le moteur à combustion interne (3) pouvant être démarré à partir d'un mode de fonctionnement électrique. Le but de l'invention est de garantir un fonctionnement fiable et efficace, notamment lors du démarrage d'un moteur à combustion interne (3) à partir d'un mode de fonctionnement électrique, et de satisfaire, le plus largement possible, les désirs du conducteur d'un tel véhicule en termes de confort de conduite et de dynamique du véhicule. A cet effet, lors d'une demande de démarrage du moteur à combustion interne (3), un mode de démarrage est sélectionné dans un groupe de modes de démarrage disponibles, par évaluation de critères de sélection prédéterminés de façon variable selon la situation de fonctionnement du moment, et ce mode est engagé. L'invention concerne également un dispositif pour la mise en oeuvre dudit procédé, qui comprend des moyens d'enregistrement et de détection d'état de fonctionnement (25) reliés à une unité de stratégie de fonctionnement (22), au moyen de laquelle, lors d'une demande de démarrage du moteur à combustion interne (3) à partir d'un mode électrique, une situation de fonctionnement du moment peut être évaluée et, en fonction de cette évaluation, un mode de démarrage du moteur à combustion interne peut être sélectionné dans un groupe de modes de démarrage enregistrés et engagé.
PCT/EP2008/066598 2007-12-17 2008-12-02 Procédé et dispositif permettant de faire fonctionner un véhicule hybride WO2009077320A2 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP08861639A EP2222527A2 (fr) 2007-12-17 2008-12-02 Procédé et dispositif permettant de faire fonctionner un véhicule hybride
US12/808,639 US20110040432A1 (en) 2007-12-17 2008-12-02 Method and device for operating a hybrid drive
CN2008801203792A CN101896391A (zh) 2007-12-17 2008-12-02 用于运行混合动力车辆的方法和装置
JP2010538546A JP2011508695A (ja) 2007-12-17 2008-12-02 ハイブリッド車両を運転するための方法と装置

Applications Claiming Priority (2)

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DE102007055828.9 2007-12-17
DE102007055828A DE102007055828A1 (de) 2007-12-17 2007-12-17 Verfahren und Vorrichtung zum Betrieb eines Hybridfahrzeuges

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WO2009077320A2 true WO2009077320A2 (fr) 2009-06-25
WO2009077320A3 WO2009077320A3 (fr) 2009-10-29

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US (1) US20110040432A1 (fr)
EP (1) EP2222527A2 (fr)
JP (1) JP2011508695A (fr)
CN (1) CN101896391A (fr)
DE (1) DE102007055828A1 (fr)
WO (1) WO2009077320A2 (fr)

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DE102007055828A1 (de) 2009-06-18
EP2222527A2 (fr) 2010-09-01
WO2009077320A3 (fr) 2009-10-29
US20110040432A1 (en) 2011-02-17
JP2011508695A (ja) 2011-03-17
CN101896391A (zh) 2010-11-24

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